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F. C. ESMONJD & H. RGRAY. ELECTRIC RAILWAY.

No. 553,980. wwwa Peb. 4, 1896.

FEZ

UNITED STATES PATENT OFFICE.

FREDERICK CARLETON ESMOND, OE BROOKLYN, NEW YORK, AND HARDING F. GRAY, OF PASSAIO, NENV JERSEY.

ELECTRIC RAILWAY.

SPECIFICATION forming part of Letters Patent No. 553,980, dated February 4, 1896.

Application filed May 4, 1893. Serial No. 473,037. (No model.)

To all whom it may concern:

Be it known that we, FREDERICK @ARLE- TON ESMOND, residing in the city of Brooklyn, in the county of Kings and State of New York, and HARDING FARIER GRAY, residing in the city of Passaic, in the county of Passaic and State of New Jersey, citizens of the United States, have invented certain new and useful Improvements in Electrical Railways,

1o (Oase No. 1,) of which the followingis a speciiication.

Our invention relates to that class of electric railways in which the contact-plates or working conductor through which current is transmitted to the motor upon the moving vehicle is normally out of circuit, only those contacts or that part of the working conductor from which the motor is at the time receiving current being connected with the :zo source of power, and the object of our improvements is to provide a simple and efficient apparatus for closing the circuit from time to time from the main conductor or feeder to the required contact-plates or secz 5 tion of the working conductor.

To this end we provide a magnetic circuitclosing apparatus which is, when in position for use, inclosed within a hollow case or receptacle. This case is divided into two parts 3o by a diaphragm of insulating material. On one side of the diaphragm is located a helix composed of two coils of wire, the one a finewire coil of relatively high resistance and the other a coil of coarse wire of low resistance.

3 5 The fine-wire coil is permanently connected in circuit, one terminal being connected with a feeder or main conductor leading from a dynamo which supplies current for actuating the motor upon the moving vehicle, and the other terminal being grounded. One terminal of the coarse-wire coil is connected with the exposed Vcontact-plate or working conductor through which current is transmitted to the motor upon the moving vehicle, while the other terminal is arranged to be connected, through movable -contacts located on the other side of the insulating-diaphragm, with the feeder or main, so that when the contacts are closed this coil is in series between the feeder ormain and the motor. The

helix is provided'with a movable core which carries contact-pieces by which the circuit through the coarse-wire coil of the helix is closed. The core is lifted to close the circuit by means of a magnet or magnets carried 5 5 upon the moving vehicle, the lifting action of the magnets being facilitated by the presence of a head of soft iron placed over the helix and surrounding the core.

The invention will be best understood by 6o reference to the accompanying drawings, in which- Figure l is a'y vertical section of the switchbox with parts in position, and Fig. 2 is a diagram of the distributing system.

Referring to the drawings, A indicates the base or lower part of the hollow receptacle in which the magnetic circuit-closing devices are contained. The base A is constructed of insulatin g material, su ch as com pressed mica, 7 o and in the lower part of it is embedded a piece of conducting material D, which extends inward to the hollow part case and is connected with the terminal T of a feeder or main conductor leading from a dynamo. 7 5

In the lower part of the case is a framework I of conducting material, which is screwed to or otherwise brought into close electrical contact with the conductor D. Upon the frame I is carried a ring I of conducting material 8o upon which in turn rests a second ring I2, also of conducting material. From the ring I2 projects an arm i' carrying a comb-shaped contact i'. Above the ring I2 is located a diaphragm J of suitable insulating material, such as compressed mica, which divides the case into two parts and also serves as a support for the magnetic devices located above it.

vTo the under side of the diaphragm J is secured a second comb-shaped contact-piece i2 go located diametrically opposite tothe contactpiece i. Above the diaphragm J is a helix composed of a coil L of high resistance and a second coil M of low resistance wound upon a spool N. One terminal of the coilL is connected with a ring Z of conducting material, which is in turn electrically connected with the arm t' by means of the screwl The other terminal of the coil L is grounded in any convenient manner, as by the conductor m, which roo extends downward through the base A and connected with the metallic band B by means of which the base A is screwed to its foundation. One terminal of the coil M is electrically connected with the top of the case E, which may be, as shown in the drawings, an isolated contact plate or dome, or may form partof or be connected with a section of a working conductor. The other terminal of the coil M is connected with a ring m of conducting material, which is connected by means of a screw m' with the contact-piece 2. \\Tith in the helix is a movable core K of magnetic material, to which is attached a non-conducting-rod O extending downward through the diaphragm J and carrying an arm P of conducting material upon which are knife-blade contact-pieces p p, adapted to make contact when the core K is raised with the contacts i 2. The combshaped contacts L" 2 are double, the knife-blade contacts passing up between and making contact with the teeth of the combs. ln this way while an extended contact-surface is secured, the danger of sparking is reduced to a ininim um. The rod O is so shaped or guided, as bymaking it and the orifice in the diaphragm J through which it passes eccentric or angular, that the contacts p p are always in alignment with the contacts 2.

The operation of the device is as follows: Upon the approach of a car carrying a suitable magnet or magnets, the core K will be raised, the lifting action of the magnets being assisted by the presence of the soft-iron head R. The contacts p p" are lifted and brought against the contacts L" i2, and the circuit is closed from the feeder or main to the dome E. The course of the current is from the terminal T, through the conducting-piece D, frame I, rings l I2 and arm z' to the contact i', thence to the contact p and through the contact p, arm P, contacts p and i2, screw fn 1.', ring lmy and coil M to the top E. From the top E the current passes by means of any usual or suitable form of brush or current-ooh lector carried by the car and making contact with the top E to the motor upon the car, and thence to ground or to a return conductor in the usual manner. As soon as current begins to flow through the coil M the core K will be supported through the action of the current iiowing through the coil M, and thus will continue so long as current continues to flow through the coil. Then the current-collector upon the car passes off from the top E of the case, or from the exposed conductor with which it may be connected, current will cease to iiow through the coil M and the core K will fall, separating the contacts p 1l and p i2 and breaking the circuit. The resistance of the coil L is so adjusted that while the current flowing through it is not sufficient to cause the core X to be lifted it will partially overcome the action of gravity upon the core and thus facilitate the lifting action of the magnet carried by the car. At the same time the action of the current in the coil L upon the core K reduces the mechanical shock which would otherwise be produced by the fall of the core.

In Fig. 2 the system of distribution as a whole is illustrated. l represents the main generator or bank of generators at the powerstation, having one terminal connected to the feeder or supply-conductor 2, and the other to a return conductor 3, herein represented as consisting of the track-rails, on which run the wheels i of the electrically-propelled car or locomotive. The contact points or domes E are arranged at proper intervals apart, and a long collector 5 bridges two successive contact-points so as to make contact at all times with at least one such point. The high-resistance-magnet coil L is permanently connected between the feeder 2 and the rails The low-resistance coil M is connected at one end with the contact-point, but is normally disconnected from the supply-conductor at the switch, the latter standing in the position shown at the right of the drawings. A magnet 7, carried by the car, lift-s the core K, as shown at the left hand of the drawings, so as to close the circuit between the supply-conductor 2, low-resistance coil M, collector 5, and motor 6. Then the core has once been lifted, the iiow of current through the lowresistance coil M holds the switch closed until the car passes, when it automaticallyreturns to the open position by gravity or other arrangements for the purpose well known in the art. The magnet 7, carried by the car, may be of any suitable type. For illustration it is here shown as an electromagnet in circuit with the battery II.

The operation will be readily understood. Then the car reaches such a position that the magnet 7 stands opposite one of the switchboxes, the corresponding working contactpoint is made electrically alive and the circuit is preserved until the car passes. The right-hand switch is shown open to illustrate better how the line-circuit is broken, though the magnet on the car has just reached the proper position to close this switch.

The advantages of our invention will be readily apparent to those skilled in the art, since it provides a simple, efficient and durable means of closing the circuit and enables the use of exposed contacts in the propulsion of cars on electrical street-railways with perfect safety, since the exposed contact is at all times out of circuit, except when protected by the passing car.

Te are aware that it has heretofore been proposed to use a helix comprising coils of high and low resistance in a circuit-closing device for electric railways, and we do not broadly claim such as a part of our invention.

What we do claim as new, and desire to se cure by Letters Patent, is

l. In an electric-railway system, the combination with an insulated supply-conductor and an exposed conductor of a circuit-closing device comprising a low-resistance coil IOO IIO

located in series between such conductors and normally out of circuit, a coil of high resistance in a permanently-closed circuit independent of the motor-circuit, a movable core located within said coils and contact-pieces carried by said core and adapted to close the circuit through said low-resistance coil, sub-f stantially as and for the purposes set forth.

2. In an electric-railway system the combination with an insulated supply-conductor and an exposed conductor of a circuit-closing device comprising a helix having two coils the one of high resistance in a permanentlyclosed circuit independent of the motor-circuit, and the other of low resistance normally out of circuit, a movable core within such helix, a head of magnetic material in inductive relation to such core, and means carried by the core for closing the circuit through such low-resistance coil, substantially as and for the purposes set forth.

3. The combination of a hollow case having a base of insulating material a ring of conducting material upon the outside of the base, a magnetic circuit-closing device Within such case having a helix-coil in a permanentlyclosed circuit, including an electrical connection between one terminal of such coil and said ring, substantially as and for the purposes set forth.

4. The combination in an electric railway of a feeder or supply-conductor, a workingv contact-point or section normally out of circuit with the feeder, a switch-box comprising a low-resistance-magnet coil adapted to be included in the motor-circuit, a switch normally standing in the position opening the magnetcircuit, and a magnet on the car for normally closing the switches successively so as to connect the switch-magnets and corresponding contact-points in circuit with the supply-conductor and car-motor, each magnet forming part of an independent circuit between the supply-conductor and one of the workin g sections, and receiving current only through the corresponding switch after the latter has been closed by the magnet on the car, as set forth.

5. The combination in an electric railway of a feeder or supply-conductor, a working contact-point or section, a switch-box divided into closed compartments by a diaphragm of insulating material,.circuit-closing contacts on one side of the diaphragm, an electromagnet for holding the contacts closed on the other side of the diaphragm, and a magnet on the car for primarily closing the said contacts, and connecting the working contact-point with the supply-conductor.

6. The combination in an electric railway of a feeder or supply-conductor, a working contact-point or section, a switch-box, a switch in said box adapted to open the circuit bet/ween the contact-point and the supply-conductor, and arranged, so as to automatically return to the open position after being closed, a magnet on the car for closing said switch, and a low-resistance-magnet coil in the switchbox which is included in the motor-circuit when the switch is closed and holds the switch closed until the car passes the contact-point, each magnet forming part of an independent circuit between the supply-conductor and one of the working sections, and receiving current only through the corresponding switch after the latter has been closed by the magnet on the car, as set forth.

7. The combination in an electric railway of a feeder or supply-conductor, a working contact or section, a switch for connecting the supply-conductor and working section in circuit, a magnet on .the car for primarily closing said switch, and a magnet having a lowresistance coil included in the motor-circuit when the switch is closed, the switch being arranged so as to open automatically when the last-named magnet isv de-energized, but held closed by the line-current in the magnet, until the car passes the corresponding working section, each magnet forming part of an independent circuit between the supply-conductor and one of the working sections, and receiving current only through the corresponding switch after the latter has been closed by the magnet on the car, as set forth.

In testimony whereof we have hereunto subscribed our names this 28th day of April, A. D. 1893.

FREDERICK CARLETON ESMONI). HARDING F. GRAY. Vitnesses GEORGE C. HAcKsTAFF, PAUL K. AMES. 

